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• i 02 - TURMOUTS HO. 4 -- HO,6 -HO.8 - TO GW TOWER ---3 CRISTMOHT LOOP UPPER LEVEL , Ci • 9 12% GRADE O: 5 Oof Stid 91 M ng 1.1•• 45 TEMR BRIDGE ELE'.40 4. 1 Ill iEiTTiv } / 1148 ,\ 47 -<.' \\ I. \ ·, 71-lia- i:.IT /:0•1=036.11\\ _2'-Ii ZpnOUTIR HAR- 1 \\\ . \>k P'• . t ISOR'BRIDGE. \>KIM ''9=ITY (Al'3•blijbE IKALK \ \ , :<' LIM) .•1*59-11{TE«Fe=1 <1 Ve -•/(A/2 1 1 EVE "'EL 111•000•00/.-%---*K-/13; mlilm G[Nim M ji[[• Gaug dicated, an allowance of 6" is made for height of rolling stock, plus clearance. That is, where the overhead is 46" above the floor, a track height of 40" is considered the practical limit. In critical cases we nhight try shaving this a bit, especially where the track is not to be visible and scenic realism won't be affected, but it is best to be a little conservative in the initial survey. Dormer double-up Before proceeding further in establish- ing the basic layout width, we must consider the effect of the stature of the principal stockholders. Any large pike will have occasional 6'-6" visitors, but the owners deserve the primary consideration. The key height turns out to be 5'-10" in this case; 45" would be a good corresponding elevation for the basic trackage in an around-the-wall plan. We can start off on this basis and see what it costs us, realizing that we can lower this height a few inches, if we find it necessary, without getting into serious trouble. Even if we were in a gauge small May 1961 6 .% .- SW-TCRIG .EDGE OF UPPER 3 1."Et'PJTFORM ·'•1 0 1 JU '14•• 31 )V A:......•'.·-·-··Art•ZIAN • /./L / // Es-, I ) \/ F 2OM WEST EAST- 777; -•/ CZJ .TMPORT WYE- .-•ir-1 • | ,-==.»t JJ) 7.0 .\ i --·-0 ---__-=s-' .1 . ED62· OF- UP•ER- / •\....'fEEf2sIF«M Scale of (11·awing: 354" = 1.11" Elevations sliwn are for an 1) gauge railroad, and are measured from the floor. Aisles planned for 0 size. EASTERNPORT, ALLEGHENY & WESTERN RR. Size of squares : Minim,im radius: ( main line) enough to encourage locating a loop in the 7-foot dormer window area, this would conflict somewhat with the window-access requirement. The logical way to capitalize on this jutting space is to make it the site for a stub terminal. If this were to be a small-time operation, an attractive way for using both sides of the dormer space and providing a long but accessible main line would be the point-to-point scheme of Fig. 2. It will fit, even with 60" or better curves. The real objection is that we are after heavyduty railroading, and end-loops are needed if we are not to run out of trains too often. The commuter-service requirement calls a solution to mind. All cities that now have or have had extensive local passenger rail service for their suburbs are ports of one sort or another-lake, river or ocean. We can use one side of the dormer for our passenger terminal, locate our port's freight facilities across the harbor along the opposite wall, and connect the two with a bascule bridge which serves as the tail track for a wye over the stairwell. Fig. 3 shows that TTHOSO 18" 20" 24" 27" 369 40" 48' 54* the wye can serve both yards if necessary. A look back at Fig. 1 shows that considerable space over the stairs is not required for headroom, so we may as well use it. From this "terminal complex" our main line will wind all over the attic, eventually terminating in a loop somewhere, probably after climbing the mountain grade that is also on the "must" list. At the cost of engineering a truly working drawbridge that is rugged and reliable enough to be more of a pleasure than a pain, we have obtained a double advantage. Our yards are side by side so that they do not sop up a lot of mainline length or scenery space and allow our trains to get out into the country promptly. At the same time, it is not necessary to reach and look across one of these yardsto get atthe other. Postponing for the moment the ques- tion of where that other loop can go, let us next consider the maximum grade to be used. Watching my 4-8-4 (beefylooking but not weighted to the limit in any attempt to set drawbar-pull records) waltz up a 3.5 per cent grade with 10 or 51 1. ·. 1 KICKBACK TRACK SPRING SWITCH R[TARDER CAR DUMPER EASTERNPORT FREIWT YARDS LOWER LEVEL I».5.. LOCK PT 1-(DP A.\ - %- \ RUMMING -IM LWP COMMECTION \1\, 40 ---< \ ., .. 1\ 3 .(036..036 TO DERRY'\ •\ 1 44 1 •iHEMLOCK PI \,YARD .8 .1•, \